Patch assembly for rapid repair of bomb-damaged runways and pavements

ABSTRACT

An aluminum panel mat assembly for bridging bomb craters in runways and pavements including a standard keylock device that may be initially placed in position over the filled bomb crater. The mat assembly consists of separate, but interconnected extruded aluminum panels, and the keylock device is positioned in the middle of the assembly and the interconnected mat panels are assembled in two sections on opposite sides of the keylock device. A ramp section is attached along each end of the mat assembly and a series of tow bar assemblies are mounted along each side thereof to facilitate movement of the assembly to the selected bomb crater.

United States Patent [7 21 Inventor Paul Thomas Sutton Defuniak Springs, Fla.

[21 1 Appl. No. 732,467

[22] Filed May 27, 1968 [45] Patented Jan. 26, 1971 [54] PATCH ASSEMBLY FOR RAPID REPAIR OF BOMB-DAMAGED RUNWAYS AND PAVEMENTS 4 Claims, 17 Drawing Figs.

[52] U.S.Cl. 94/13, 1 244/114 [51] lnt.Cl B64fl/00, EOlc 5/16 [50] .Field ofSearch 94/11,12, 13;244/l14 [56] ReferencesCited v UNITED STATES PATENTS 2,407,059 9/1946 Crafton 94/13 3,175,476 3/1965 Franks 3,301,147 1/1967 Clayton et al 94/13 3,348,459 10/1967 Harvey 94/13 FOREIGN PATENTS 792,778 1/1936 France 244/114 Primary Examinerl3enjamin A. Borchelt Assistant Examiner-Stephen C. Bentley Attorneys-Harry A Herbert, Jr. and Arthur R. Parker v ABSTRACT: An aluminum panel mat assembly for bridging bomb craters in runways and pavements including a standard keylock device that may be initially placed in position over the filled bomb crater. The mat assembly consists of separate, but

interconnected extruded aluminum panels, and the keylock device is positioned in the middle of the assembly and the interconnected mat panels are assembled in two sections on opposite sides of the keylock device. A ramp section is attached along each end of the mat assembly and a series of tow bar assemblies are mounted along each side thereof to facilitate movement of the assembly to the selected bomb crater.

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PATCH ASSEMBLY FOR RAPID REPAIR OF BOMB- DAMAGED RUNWAYS AND PAVEMENTS BACKGROUND OF THE INVENTION This invention relates generally. to the rapidernergency repair ofbomb damagedairfieldpaved runways and'other pavements. I

For a considerable period of time, much investigation and study has been inadetowards solving the problems of the, rapid emergency repair of bomb-damaged runways and other pavements in order to minimize theinterruption of essentialjservices and operations. Previously suggested and/or tried solutions have generally ineluded'the fillingzof the bomb crater with selected material stored nearby and surfacing this material with highly compacted, closely graded aggregates; or using rapid setting grouts, epoxies or polyester resins; or squaring the edges of the existing pavement. around the crater, to a precise size and 'thenassembling; sections of previously fabricated airfield landing mats in the spacethus fonned in a flush condition to the surrounding pavement. These methods, however, have all suffered the inherent disadvantages of being too complex and time consuming and, .for these reasons, the present invention was developed to provide a more rapid and simplified means of repairing bomb craters, as will-become self-evident from the following summaryand detailed description.

SUMMARY OF THE INVENTION The principal object of the present invention, therefore,

tion and is uniquely attached to the matting section to provide a simple and lightweight structure bridging the bomb crater and yet strong enough to supportallyanticipated aircraft wheel landing and takeoff loads;

A further object of the invention is in-a new and improved FIG. 4 and 4a represent top and end views, respectively, illustratingdetails of one of the-plurality of identical tubular tow bars depicted in FIG; la;

FIG. 5 is a partly broken-away viewv illustrating certain details of a representative example of asteel mandrel used with the tubular towbar of FIGS. 4 and 4a;

FIGS. 6 and 6a respectively represent side and end views of one of the steel connector fittings used with the steel mandrel of FIG. 5; I FIG. 7 represents a detailed view of the tapered steel bullet nose used on. the end of the steel mandrel of FIG. 5 to assist its assembly within the tow bar of FIGS. 4 and 4a during the attachment thereof to the side edge of the present patch assembly;

FIG. 8 and 8a respectively represent side elevational and bottom views of the steel tow fixture assembled to the inventive tow bar assembly;

FIG. 9 is a somewhat schematic exploded view, in perspective, illustrating details of the specific tow tube, stop and end cap elements utilized as part of the present tow bar assembly, andfurther showing the relative positions therebetween just prior to the final assemblyof the tow bar assembly to the side edge of the patch assembly of FIG. 1;

FIG. 10 represents a partly broken-away, side elevational and partly cross-sectional view, showing the steel tow fixture of FIG. 9'assembled to the inventive tow bar assembly which is, in turn, shown connected in unique manner to the side edge of a portion of the patch assembly of FIG. 1;

FIG. 11- is an enlarged-top view, partly broken away, of a representative portion ofthe unique ramp section used on each end of the patch assembly of FIG. 1;

bomb crater repair patch assembly whichincorporates a standard extruded aluminum panel .mat assembly. in unique. combination with a novel series of tow bar assemblies mounted on time thereof by approximately one-half.

Other objects and advantages of the invention will become readily apparent from the following description, taken in connection with the accompanying drawings, in which:

DESCRIPTION or THE DRAWINGS FIG. 1 is a top view of the overall bomb crater repair patch assembly of the present invention, showing the fully. assembled condition thereof; i

FIG. 1a is an enlarged top view. of arepresentative portion of the patch assembly of FIG. 1, moreclearly illustrating the attachment to theside-edge thereof of several of the unique tubular tow bars used as part of the invention; I

FIG. 2 is an enlarged endview, illustrating details of one form of a keylock or keyway device that may be used with the overall patch assembly of FIG. 1 to reduce the total time involved in the assembly thereof;

FIG. 3 is a partially broken-away, side-end perspective view, illustrating details of the interlocking connector portions normally incorporated on all four sides of the individual aluminum panels used with the present assembly, but with the end connector portions thereof being omitted for the sake of clarity;

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring to the drawings and, in particular, to FIG. 1 and 10 thereof, the overall bomb crater repair patch assembly of the present invention is indicated generally at I as including a mat assembly consisting of a plurality of individual, interconnected and extruded aluminum alloy, full-sized mat panels at 2 and 3 and half-sized mat panels at 4. Said panels are arranged, asshown, in a series of parallel rows with the panels marked 3" and 4," respectively indicating the end or outermost full and half-sized panels disposed in alternate sequence along each side of patch assembly 1. A ramp section is indicated generally at 5 as being uniquely combined along each end of the aforesaid mat assembly, and a seriesof novel tow bar assemblies are provided along each side edge of the patch assembly 1: as indicated generally at 6 in FIG. 1 and in further detailinFlG. 1a, for example. In the preferred embodiment, the full size mat panels 2 and 3 measure 2 feet in width by 12 feet in length, whereas the half-sized'mat panels 4 measure 2 feet by 6 feet. These panelsmay be interconnected in the manner to be hereinafter describedin detail to form a continuous, rectangular-shaped patch assembly of comparatively lightweight and yet strong enough to support anticipated aircraft wheel landing and takeoffloads during emergency conditions. However, if a greater area of bomb damage is to be use of such a keylock/keyway device in'general combination 5 with the mat assembly 2, 3, 4 ensures that, with two crews working simultaneously to assemble portions of the inventive patch assembly to opposite sides of the keylock/keyway device 12, the inventive patch may be fully assembled and moved into position over a selected bomb crater in approximately one-half of the normal time. For this purpose, any appropriately modified, standard-type keylock device may be used and, accordingly, the specific details thereof are unimportant to the present invention. However, for the sake of clarity, the detailed view of FIG. 2 is shown.

The aforesaid keylock/keywaydevice 12 (FIG. 2) actually consists, in the preferred embodiment, of a total of four fullsized sections (2 inches in width by 12 feet in length), and one-half sized (2 inches by 6 feet) keylock/keyway sections which are interconnected and mounted in one continuous line. These sections are disposed in the areas marked by the reference numerals indicated at 120, 12b,12c and 12d (for the full-sized sections) and at 13 (for the single half-sized section) in FIG. 1. All of these five keylock/keyway sections 12, 13 may be interlocked together by means of any simple type male-male and/or male-female interlock integrally fonned on opposite ends of each section thereof, such as for example a modified form of the integrally formed, interlocking end connectors illustrated at 2d and 3d in FlG. 3, which are used to interlock the respective mat panels, 2, 3 and 4. During the initial assembly of the present patch assembly 1, the previously described mat assembly 2, 3, 4 is formed by initially assembling the above referred to keylock/keyway device 12 into a single, unitary structure as by means of the aforementioned integrally formed, interlocking end portions and then placing the assembled keylock/keyway device 12 at the approximate ccnterline of the bomb crater and oriented perpendicular'to the centerline of a selected section of runway. For this purpose, one of the sections of the device 12, namely, the section indicated by the reference numeral 120, which is representative of all other keylock/keyway sections, is depicted in FIG. 2 as incorporating a flat, upper surface providing an appropriate landing and takeoff surface to the aircraft, a fiat bottom surface at 120 to provide proper support over the bridged and the previously filled bomb crater selected for repair, and a pair of oppositely-disposed, upper interlocking portions at 12f and 123, respectively. The latter elements each incorporate an upwardly-oriented, fiat channel section formed between opposite sides of the flat upper surface of the said section 12a and identical and opposed outer side edge surfaces which terminate in an upwardly curved interlocking tip portion, indicated respectively at 12h and 121'. Each of the said tip portions 12h and 12: are depicted in the view of FIG. 2 as being positioned with the side surfaces thereof engaged against one of the ribs of the panels 3 and 4. The interlocking portions 12f and 12g extend along and respectively form the opposite sides of the keyloek/keyway device section-12a and, as seen in the aforesaid FIG. 2, provide an interlocking engagement with upper interlock element portions formed on the panels 3 and 4 and respectively indicated at 3f and 4a as extending outwardly therefrom. The latter portions are,'in turn, likewise each provided with a downwardly-oriented, flat channel section respectively formed in opposed relation to the said upwardlyoriented channel sections of said upper interlocking portions 12f and 12g, and further also terminate in integral, downwardly directed upper tip portions, indicated respectively at and 40, which respectively interlock in complementary manner within the excess space provided in the said upwardlyoriented channel section formed between the interlocking tip portions 12h and 121' and corresponding opposite sides of the flat upper surface of the keylock/keyway section 12a. Similarly, the aforementioned upwardly-curved, interlocking tip portions 12h and 12i respectively interlock in complementary and slidable manner within the downwardly-oriented channel sections formed in the said upper interlock element portions 3}" and 4a. To complete this complementary and slidable interlocking engagement, the aforesaid keylock/keyway device section 12a is also fonned with a second pair of oppositely disposed, integral, lower interlocking portions, indicated respectively at 12] and 12k. These lower interlocking portions 12 and 12k extend outwardly of the opposite sides of the section 12a at a position nearly adjacent to, but not coinciding with the bottom surface and engages in interlocking relation with complementary lower interlocking portions 3b and 4b respectively extending outwardly from the bottom plate surface of each of said end mat panels 3 and 4, and resting in the recess formed between the bottom surface 120 and the bottom of each of said interlocking portions 12j and 12k. Thus, after assembling the various sections of the foregoing keylock/keyway device 12, 13 into a single, unitary device and then placing the same in correct position over the selected bomb crater, a first row of mat panels 2, 3, 4 may be installed on one side thereof and, after insuring that the device l2, l3 and the said first laid row of mat panels are straight and correctly aligned, another row of mat panels may be laid on the opposite side of the device 12. In this manner, two crews may lay the two halves of the overall patch assembly 1 simultaneously in opposite directions toward each end thereof. Moreover, because of the slidable engagement of both the above-described upwardly-curved tip portions 12h and l2i and the said downwardly-curved tip portions 3c and 4c in their respective channel sections, the corresponding mat panels of the two halves of the inventive patch assembly positioned immediately adjacent to the aforementioned keylock/keyway device l2, 13 are mounted for movement relative to each other and are thus arranged in flexible relation to each other.

To provide an appropriate interconnection means within the mat assembly of the present invention, each of the individual mat panels 2, 3 and 4 may be integrally formed with oppositely disposed interlocking connectors on all four sides thereof. In the partially broken away view of FIG. 3, the end interlocking connector has been omitted for the sake of clarity. In this view, the mat panels at 2 and 3, are shown as respectively incorporating fiat upper and lower plate elements at 20 and 3a, and 2b and 3b, respectively, that are separated by means of the supporting ribs at 2c and 3c. Mat panel 2 is further indicated as having an integrally formed, upwardly turned, interlocking connector portion at 2d formed on, and extending outwardly of the aforesaid upper plate element 2a. Adjacently positioned mat panel 3 is interconnected with the panel 2 by means of an oppositely-disposed and downwardlycurved, interlocking connector portion at 3d, which is formed on, and extends outwardly of the aforesaid upper plate element 3a. Said connector portion 311 further incorporates a relatively flat, downwardly-directed channel section, and an outer hook-type interlock portion which, in the position illustrated in the said FIG. 3, is shown complementarily engaged with the previously noted interlocking connector portion 2d. The latter element also includes a relatively flat, upwardlydirected channel section which is arranged in opposed relation to the downwardly-directed, channel section of said connector portion 3d, and an outer hook-type interlock portion which is similar, but arranged in reversed relation to, said hook-type or interlock portion of said connector portion 3d. With this arrangement, the said hook-type or interlock portion of said connector portions 2d and 3d are clearly respectively slidably engaged within the previously-referred to channel sections corresponding thereto and, as such, provide a flexible-type, or relatively movable connection between the adjacently-positioned mat panels 3, 4 comprising the patch assembly of the present invention. In this manner, uneven loads applied to the inventive patch assembly by a landing or taking-off aircraft will tend to be compensated for by the relative movement built into the present patch assembly. To complete the interlock between the panels 2 and 3, the latter panel is further provided with a lower interlocking element at 3g, which forms an integral part, and extends outwardly of, the lower plate element 3b to engage with a lower, complementary interlock element 2e formed on, and extending outwardly and upwardly of the lower plate element 2b of the panel 2. With this interlock arrangement integrated in all mat panels 2, 3, 4 throughout the present mat assembly, the instant invention is both uniquely strong and yet flexible enough to provide a smooth and somewhat yieldable support to the wheel loads of a landing or taking-off aircraft.

Referring again to FIG. la, a partially broken away section of four of the previously referred to tow bar assemblies 6 are depicted in more detail. In the preferred embodiment, there is one such tow bar assembly 6 for each of the outermost panels 3, 4 disposed along the opposite side edges of the patch assembly 1. To expedite the attachment of each tow bar assembly 6 to the overall patch assembly 1, the present mat assembly is assembled by initially placing the outermost or end mat panels 3, 4 in position along each side of the patch assembly with those to the right of the keylock/keyway device 12 being positioned first. Then, as each of said end mat panels 3, 4 is positioned in place, its respective tow bar assembly 6 is attached thereto. To this end, and as seen particularly in FIGS. 1a and 4-6, inclusive, each tow bar assembly 6 includes a tubular, hollow tow bar 7 which is connected to a respective end mat panel 3 or 4 and which, in turn, is connected with the tubular tow bars 7 respectively attached along the opposite sides of said mat assembly to each of the end mat panels 3, 4 by means of a steel mandrel 8 (FIG. 5) and a connector element 17 (FIG. 6) provided for each interconnection between adjacently positioned tow 'bar assemblies, as will be explained hereinafter. In the preferred embodiment, each tubular tow bar 7 is 2 inchesin diameter and it measures approximately 2 feet in length to match the 2 foot width of each end mat panel 3 and 4. The steel mandrel 8 is made with a 1% inches outside diameter and is equipped with a relatively elongated, internal recessed threaded end opening portion formed in opposite ends thereof, as particularly indicated at 80 and 8b, respectively, in the aforesaid FIG. 5, which internal threaded, recessed end openings 80, 8b are utilized in interconnecting or interlocking the series of steel mandrels 8 used to mount and interconnect each of the tow. bars 7. into a single unit, as will be further described hereinafter in more detail.

integrally formed on, and extending outwardly of, the outside surface of each of said tubular tow tubes 7 is the uniquely configured, mat panel interconnecting tow means shown generally at 10 particularly in FIG. la, and 4 and 4a of the drawings. Said tow means 10 includes an outwardly projecting and intermediately-positioned, connector prong-incorporating means indicated generally at 10a as having a plurality of connection prong elements, shown generally at 10b in FIG. 4 and 4a, for example, as being oriented in a prong upward posi-v tion, and in FIG. 10, for example, in a prong downward position.

In installing each of the tow bar assemblies 6 to their respective location on the mat assembly, each tubular tow bar 7 is connected to a respective end mat panel 3, 4 as the latter are positioned initially to the right and on each side of the keylock/keyway device 12, as noted hereinbefore. For this purpose, each of said end mat panels 3, 4 are specially modified in a novel manner on the outside end surface thereof to incorporate one or more elongated recesses forming one or more, either upwardly or downwardly directed, interconnecting end elements as depicted at 4a in FIG. 10, which elements 44 are adapted to form a pair of relatively elongated grooves that are complementarily engaged in interlocking relation with the connection prong elements 10b of said tow bar 7. The interconnecting end elements 4a may be oriented in an-upward or downward direction depending on the specific orientation of the connection prong elements 10b corresponding thereto, as will be explained hereinafter in more detail.

As each of the aforementioned tubular tow bars 7 is connected by means of their connection prongs 10b to the end mat panel 3 or 4 corresponding thereto a locking bar such as that illustrated at 11 in FIG. 3 is inserted between the end mats 3, 4 and each of the tubular tow bars 7. A similar locking bar 11 is used as a spacer element on the edges between the respective mat panels during the assembly of the inventive mat assembly 2, 3 and 4 and are then removed after each row of mat panels,is in place. Note that in FIG. la, there are two starter tubes 7a which are placed on both sides of the kcylock/keyway device 12. These tubes 7a are not equipped with outside bevels and are used to facilitate assembly of the present invention. The remaining tubes 7 are each formed with an outside bevel surface at one open end thereof, as is indicated at 7b, and an inside bevel 70 at the opposite open end thereof. The starter tubes 7a are each made I inches longer than the regular tubes remaining to be laid.

When all of the tubular tow bars 7 on the right of the keylock/keyway device 12 are placed in position on their respective end panel mats 3, 4, a relatively long steel mandrel 8, such as that previously described with reference to FIG. 5, is inserted into the the first tubular tow bar 7 positioned at the end of the patch assembly 1. To facilitate the smooth movement of the said mandrel 8 through the tow bars 7, a tapered bullet'nose element such as that illustrated generally at 16 in FIG. 7 is placed on the end of the mandrel 8. As seen in the latter FIG. the said bullet nose element includes a front tapered portion at 160 and a reduced diameter rear externally threaded portion at 16b. The latter portion 16b threads with one or the other internally threaded open end portions 8a and 8b of the steel mandrel 8 (FIG. 5) during the assembly of the supporting mandrels 8 within the tubular tow bars 7. Another relatively long mandrel 8 is connected to the first mandrel as by means of a steel connector element, such as that depicted generally at 17 in FIGS. 6 and 6a. Said connector element 17 includes a flat central portion 17a and oppositely disposed end portions 17b of circular cross section, as depicted in the end view of FIG. 7a. End portions 17b may be exteriorally threaded for fitting in screw threaded relation in one or the other of the internally threaded open end portions 8a or 8b of the steel mandrel 8 of FIG. 5. In other words, for the first such mandrel 8 inserted through the tubular tow tubes 7, the

tapered steel bullet nose 16 of FIG. 7 is threaded within one of the open end internally threaded portions 8a or 8b of the steel mandrel 8 and the first of many steel connectors 17 (FIG. 6) is inserted in screw threaded relation within the other of said open end internally threaded portions 8a, 8b to thereby provide a simple and yet novel interconnection between the various tubes 7.

As the above described mandrel 8 and connector 17 are inserted throughout their available lengths into the series of tubular tow tubes 7 previously attached to their respective end mat panels 3, 4, additional mandrels 8 and steel connectors 17 are naturally required and aretherefore inserted in their corresponding turn within their respective tubes 7 and then interconnected until the bullet nose 16 emerges from the starter tube 7a positioned at the keylock/keyway device 12. The bullet nose 16 is then removed and another relatively long connector 17 is added by means of its threaded connection within the internally threaded portion 8a or 8b of said first inserted mandrel 8 now positioned opposite the aforesaid keylock/keyway device 12. For this connection, a special connector similar to that indicated by the reference numeral 17 in FIG. 6 is used. However, the latter connector 17 is made approximately 2 inches longer at its flat central portion 17a in order to accommodate additional length required by use of the keylock/keyway device 12. Of course, at this time, the tubular tow tubes 7 and the mandrels 8 for holding the aforesaid tubes 7 together as a unit have been installed to the opposite side edges of the overall patch assembly 1 to the previously described specially modified end mat panels 3 and 4 laid to the right of the keylock/keyway device 12. Next, the tubular tow tubes 7 and their respective supporting and interconnecting mandrels 8 to be attached on the left of the keylock/keyway device 12 on both sides of patch assembly 1 are now installed. The latter operation is initiated by the v aforementioned removal of the bullet nose 16 and the installation of the previously described special connector 17 within the open end, internally threaded portion 8a, 8b of the steel mandrel 8 that was first installed within the tow bars '7 from the right end of the patch assembly 1.

The next operation involves the installation of the left hand series of tow bars 7 on both sides of the keylock/keyway device 12. To perform this operation, a group of five tow bars 7 are slid over the aforesaid mandrel 8 which was previously added at and to the left of the keylock/keyway device 12. These tow bars 7 are positioned with their connecting prong elements b (Note FIG. 10, for example) initially oriented in the downward direction and away from the patch assembly, and with their inside bevels (Note 7c in FIG. 10, for example) to the left. Again a locking bar such as that depicted at 11 in FIG. 3 is inserted during the aforesaid assembly between each of said five tow tubes 7 and their corresponding end mat panels 3 and 4, and thereafter still another long mandrel 8 is added thereto as before by means of another of said steel connectors 17. The foregoing procedure is repeated for each series of five end mats 3, 4 laid to the left of the keylock/keyway device 12 until the overall assembly of the tow bar assemblies 6 to the patch assembly 1 has been completed. If less than five mats remain at the end of the patch, a separate and shortened mandrel that is otherwise identical to the steel mandrel 8 is used for each of the remaining end mats 3 and 4. These shorter mandrels 8 are to be used on the left end of the patch assembly only.

When all of the foregoing tow tubes 7 are attached, and the mandrels 8 assembled as described above, unique means are then used to retain the mandrels 8 and connectors 17 in interconnected relation with the tow tubes 7 to thereby maintain the latter elements in a single united and strong towing unit. These means are shown particularly in FIG. 9 as including the stop element at 18 and the screw cap at 19. Stop elements such as that depicted at 18 are installed on the tow tubes 7 that are placed on the opposite ends of both sides of the patch as sembly 1. End screw caps, such as that depicted at 19, are then screwed into the internally threaded open end of each of the aforesaid end mounted, steel mandrels 8 by means of a relatively elongated screw threaded portion at 19a. During this operation, the relatively long end 180 of the stop element 18 is faced inwardly toward the patch assembly 1 and is positioned clear of the end mats 3, 4. A crescent wrench may then be used and the end caps 19 on each end of a respective tow assembly are tightened an equal amount until they are properly seated on their respective bevels, thereby ensuring that the tube assembly is placed in compression.

The above described tubular tow bars 7, mandrels 8, steel conductors 17, stops l8 and end screw caps 19 may, as an alternative, all be preassembled in line with the assembled patch assembly 1, with screw caps 19 not yet tightened at this time. During this alternative assembly, the tow bars 7 on the left of the keylock/keyway device 12 may then be placed with their connector prong elements 10b oriented in a faceup position away from the patch assembly 1 and with the inside bevels on the tube ends to the left. The tow bars 7 to the right are then positioned with their connector prong elements 10b facing down and likewise away from the patch assembly, and with the tube end inside bevels to the right. Again, starter tubes 7a and the increased length steel connector 17 are positioned adjacent to both sides of the keylock/keyway device 12.

The aforesaid alternative assembly involves, as the next step, the attachment of the end mat panels 3, 4 on the right of the overall assembly to the tow bars 7 by means of revolving each individual tow bar to its prongs up position as the individual mats are laid in position. Once again, a locking bar, as at 11 in FIG. 3 is inserted between each mat and the respective tow bar as each connection therebetween is made.

The tubular tow bars 7 on the left of the keylock/keyway device 12 are individually connected by first positioning the mats 3 and 4 in their proper place and then revolving the tow bars 7 toward the patch assembly 1. A locking bar 11 is likewise inserted as each connection is made. When all tow bars 7 are attached, the stop elements 18 are positioned on the endmost tow bars 7 and the screw caps 19 screwed into the mandrels 8 until all bars are seated on their bevels and the tow bar assembly is placed in compression, as described before.

To each of a total of three pairs of the previously described tow bar assemblies 6 is attached both a steel tow clamp fixture as indicated at 9 in FIGS. 8, 8a and 10, and a harness arrangement as shown at 29 in FIG. 1. Each of said steel tow clamp fixtures 9 includes a forward clamp portion consisting of a pair of upper and lower clamp jaw members as indicated at 23 and 24 in the aforesaid FIG. 10 and a rearward extension at 20 containing a pair of lug members 32, which provide a pair of aligned openings at 32a and 32b. Two of the aforesaid harness arrangements 29 are shown in FIG. 1 as being mounted in centered relation to one side of the patch assembly 1. The third harness arrangement is not shown but would be positioned in centered relation on the opposite side thereof. Each of said harness arrangements consists of a pair of slings 29a and 29b (Note FIG. 1), and a pair of shackles at 30 and 31 that are respectively attached to the lug member 32 of a corresponding pair of tow bars 7 by means of a shackle bolt, such as that illustrated in FIG. 10 at 33 for one of said shackles; namely, shackle 30. In this regard, only one of said shackles and a portion of the harness arrangement 29 is shown, since the other elements thereof are identical.

Each of the aforesaid tow clamp fixtures 9 includes, in addition to the previously mentioned upper and lower jaw members 23 and 24, a pair of relatively short bolts at 21 and 22 for retaining said jaw members in clamped condition. To actually connect the jaw members 23, 24 to a respective tow bar 7, bolts 21 and 22 are loosened, and in addition, a relatively long bolt, shown at 25 as being mounted in the aforesaid jaw members 23 and 24, is removed. The said loosening of the bolts 21, 22 allows the jaw members 23, 24 to slide easily over, and thereby engage with a respective tubular tow bar 7. The removal of the relatively long bolt 25 permits the direct alignment of a threaded hole, shown at 26 in FIG. 8 as being incorporated in the upper jaw member 23, with a similar opening or hole formed in the tow bar 7 at the area thereof indicated by the reference numeral 27. A tap opening is provided at 28 in the lower jaw member 24 for engagement with the bottom end of the bolt 25. After the aforesaid alignment, the relatively long bolt 25 may thereafter be inserted through the aligned openings or holes 26 and 27 in the upper jaw member 23 and in the tow bar 7 and, in this manner, positively attach each towing clamp 9 to an appropriate tubular tow bar 7 after having tightened both bolts 21 and 22, and the bolt 25.

After installing a pair of the aforesaid steel tow clamp fixtures 9 to a preselected pair of tubular tow bar assemblies 6 in the manner described above, one of the aforesaid harness arrangements 29 is uniquely attached thereto in the following manner. First, a pair of the previously noted shackles 30, 31 (Note FIG. 1) are respectively attached to one end of the pair of slings 29a, 29b. For this purpose, the above mentioned lugs as seen at 32 in FIG. 10 are used on each tow fixture 9 together with the shackle bolt 33 to thereby provide a positive connection between the inner ends of the pair of slings 29a, 29b of a corresponding harness arrangement 29 to the rear portion of a respective steel tow clamp fixture 9. The outer ends of each pair of said slings 29a, 29b may then be brought together to an interconnection, as by means of a third shackle at 34 (FIG. 1), which shackle 34 may be then attached to a tractor or front end loader adapted to move the patch assembly l to the desired bomb crater position.

After the said patch assembly 1 has been either assembled directly over the prefilled bomb crater, or alternatively, preassembled and then moved into position over the selected bomb crater, the previously mentioned ramp sections 5 must then be attached to the opposite ends of the mat assembly 2, 3, 4. At this time, the end screw caps 19 may be loosened and the stop elements 18 revolved away from the patch assembly 1 to thereby ensure that no interference is had with the ramp section installation. As seen clearly in FIG. 1 each ramp section 5 consists of a series of individual ramps 5a which compare in size to the half-sized mat panels 4. Individual ramps 5:: are each specially modified on their inner edges adjacent to the aforesaid mat assembly in a specific and unique manner shown outer edge of the mat panel 2, 3 or 4 corresponding in position to the respective ramps 5a of the particular ramp section 5. In this regard, the first ramp to be installed is that located at the extreme right-hand corner on each sideof the patch assembly 1, or in other words, that ramp indicated at 5b in FIG. 1.

As seen particularly in FIGS. 11', 12 and 13, each ramp 5a is further interconnected with adjacently positioned ramps by means of a series of overlapping plate elements 50 integrally and uniquely formed on one side edge thereof and rigidly engaged in mating relation in a corresponding series of alternately disposed recesses 5d formed in the opposite side edge of the next adjacently positioned ramp. To provide a rigid interconnection between each of the aforesaid overlapping plate elements Sc of the ramps 5a and the recess 5d corresponding thereto, a series'of holes, indicated at 36 in FIGS. 11 and 13,

are incorporated in the outer end portion of said plate elements 5c. These holes 36 have been omitted in FIG. 12 for the sake of clarity. Threaded inserts have been provided at 37, as seen in FIG. 13, in the recesses 511 for alignment with the holes 36. With this arrangement, the first ramp 517 (FIG. 12) is attached to the right hand corner, as noted hereinbefore, by means of its interlocking end portion to the complementary interlocking end connector 2d (FIG. 3) integrally formed on the corresponding mat panel 3, 4. The next adjacent ramp is then similarily attached with the holes 36 in its plate elements 35 5c (FIG. 12) positioned in overlapping relation within the corresponding recesses 5d and in mating relation with the threaded inserts 37 formed therein. A flathead screw, such as that illustrated at 38 in FIG. 13, is screwed in each respective pair of said mating and aligned holes 36 and threaded inserts 40 37 to thereby positively interconnect each adjacentlymounted ramp 5a to each other. To facilitate the use of the correct screws, an appropriate color code may be used and thus ensure that the overlapping plate elements are properly affixed in position in the appropriate recesses 5d of the next adjacently positioned ramp. As noted hereinbefore, a locking bar as at 11 in FIG. 3, may be used between the respective ramp 5a and the edges of the panel mats 3, 4 during assembly to assure the correct straightness therebetween.

As the various ramps 5a are placed in position and joined together, a series of additional holes are drilled in the concrete pavement surrounding the bomb crater to be bridged, which holes are. made to match with a series of similar holes formed along the outer boundary of each ramp So, as indicated at 39 in FIG. 11. The holes in the pavement are preferably made with a inch diameter and are drilled to a depth of 3 inches.

l A standard expansion shield may then be inserted in each drilled hole and lag bolts and washer elements inserted through the holes 39 formed in each ramp 5a, and into the' crater. Of course, in preparation for theemployment of the 55 present invention, the area of the runway that has been damaged is initially cleared by first pushing pavement and other debris into the bomb crater. 'The perimeter of the damaged pavement is next determined and then marked. The

material in the crater is next compacted with a bulldozer or other suitable equipment available and, when the compacted material is approximately 12 inches below the runway surface,

' sand or crushed stone screenings is thereafter added. The aggregate and fill is then compacted and the above cycle is conis level with the runway. After the above procedure, the present patch assembly is moved into a bridged position over the bomb crater.

Iclaim:

l. A patch assembly for the rapid emergency repair of a bomb damaged pavement, comprising, an airfield mat having a plurality of separate, flat rectangular mat panels cojoined to form a unitary flat structure capable of withstanding anticipated wheel loads of an aircraft taking off and/or landing thereover, in combination with a ramp connected section consisting of a series of adjacent inclined flat rectangular united ramp panels positioned along each of the opposite ends of, and attached to, said rectangular airfield mat, and plural tow means spaced along opposite sides of said patch assembly and interconnected with the end series of said plurality of rectangular mat panels extending along each side of said airfield mat to thereby facilitate movement of said patch assembly to a centered position extending over, and bridging a selected bomb crater, with the ramp sections on each end of said assembly being mounted for limited movement relative thereto and thereby ensuring a smooth transition to the wheels of the said landing or taking-off aircraft during their movement over said'patch assembly to and from the undamaged pavement, said tow means comprising a separate tow bar assembly affixed to the side edge of each of theoutermost panels formed on opposite sides of said airfield mat and further including means for simultaneously uniting said tow bar assemblies and providing an additional, side edge interlocking means for said airfield mat, each of said separate tow bar assemblies comprising a hollow tubular tow bar, a mandrel element positioned in supporting relation within said tow bar and interconnected with adjacently-arranged supporting mandrel elements positioned within the tow bars mounted adjacent to, and interconnected with said first-named tow bar, and interlocking pronggripping elements formed outwardly of each of said tow bars and adapted for attachment with the end mat panels of said airfield mat.

2. In a patch assembly as in claim 1, wherein said end mat panels incorporate one or more recessed interlocking elements'adapted for complementary engagement with said interlocking prong-gripping elements formed on said tubular tow bars to thereby facilitate a relatively rapid and releasable interconnection therebetween.

3. A patch assembly for the rapid emergency repair of a bomb damaged pavement, comprising, an airfield mat having a plurality of separate, flat rectangular mat panels conjoined to form a unitary flat structure capable of withstanding anticipated wheel loads of an aircraft taking off and/or landing thereover, in combination with a ramp connected section consisting of a series of adjacent inclined flat rectangular united ramp panels positioned along each of the opposite ends of, and attached to, said rectangular airfield mat, and plural tow means spaced along opposite sides of said patch assembly and interconnected with the end series of said plurality of rectangular mat panels extending along each side of said airfield mat to thereby facilitate movement of said patch assembly to a centered position extending over, and bridging a selected bomb crater, with the ramp sections on each end of said assembly being mounted for limited movement relative thereto and thereby ensuring a smooth transition to the wheels of the said landing or taking-off aircraft during their movement over said patch assembly to and from the undamaged pavement, said tow means comprising a plurality of tow bars mounted along the edge of each side of said airfield mat, each of said tow bars having integrally-formed prong-shaped, locking elements extending outwardly therefrom and interconnected with a respective side edge of said airfield mat; a tow fixture incorporating a gripping element extending in surrounding and attachable relation to said tow bar and adapted to be ad justed between both a detached and an attached, gripping relation to said tow bar and further having anintermediate and integrally-formed, interconnecting element extending in a tinued until the last compaction produces an even surface that direction away from said gripping element; and a harness apparatus interconnected with said last-named element and adapted for connection to and operation by a prime mover to thereby move said patch assembly to the desired bomb crater location, said plurality of tow bars further being hollow and tubular-shaped, with a plurality of mandrel members being positioned in supporting and inserted relation therewithin and further interconnected with each other and said tow bars to thereby rigidly attach said plurality of tow bars together as a single-type, unitary assembly simultaneously and collectively reinforcing the interconnection normally holding together the plurality of mat panels comprising said airfield mat.

4. In a patch assembly as in claim 3, wherein said tow bars further incorporate screw-threaded attachment and interlocking means adjustable in position to rigidly interconnect said previously interconnected tow bars to said mandrel members and to said airfield mat at periodic intervals along each side thereof to thereby reinforce the normal interconnection between each mat panel; said attachment and interlocking means being further adjustable to an unlocked position whereby said tubular tow bars may be adjusted between a position of locking engagement between its integrally-formed prong-shaped, locking elements and the relatively elongated recesses integrally formed in the edge mat panels formed on each side of said airfield mat, and a second position of disengagement from said airfield mat during the complete disassembly thereof or the partial disassembly of a portion of said airfield mat while under repair. 

1. A patch assembly for the rapid emergency repair of a bomb damaged pavement, comprising, an airfield mat having a plurality of separate, flat rectangular mat panels cojoined to form a unitary flat structure capable of withstanding anticipated wheel loads of an aircraft taking off and/or landing thereover, in combination with a ramp connected section consisting of a series of adjacent inclined flat rectangular united ramp panels positioned along each of the opposite ends of, and attached to, said rectangular airfield mat, and plural tow means spaced along opposite sides of said patch assembly and interconnected with the end series of said plurality of rectangular mat panels extending along each side of said airfield mat to thereby facilitate movement of said patch assembly to a centered position extending over, and bridging a selected bomb crater, with the ramp sections on each end of said assembly being mounted for limited movement relative thereto and thereby ensuring a smooth transition to the wheels of the said landing or taking-off aircraft during their movement over said patch assembly to and from the undamaged pavement, said tow means comprising a separate tow bar assembly affixed to the side edge of each of the outermost panels formed on opposite sides of said airfield mat and further including means for simultaneously uniting said tow bar assemblies and providing an additional, side edge interlocking means for said airfield mat, each of said separate tow bar assemblies comprising a hollow tubular tow bar, a mandrel element positioned in supporting relation within said tow bar and interconnected with adjacently-arranged supporting mandrel elements positioned within the tow bars mounted adjacent to, and interconnected with said first-named tow bar, and interlocking prong-gripping elements formed outwardly of each of said tow bars and adapted for attachment with the end mat panels of said airfield mat.
 2. In a patch assembly as in claim 1, wherein said end mat panels incorporate one or more recessed interlocking elements adapted for complementary engagement with said interlocking prong-gripping elements formed on said tubular tow bars to thereby facilitate a relatively rapid and releasable interconnection therebetween.
 3. A patch assembly for the rapid emergency repair of a bomb damaged pavement, comprising, an airfield mat having a plurality of separate, flat rectangular mat panels conjoined to form a unitary flat structure capable of withstanding anticipated wheel loads of an aircraft taking off and/or landing thereover, in combination with a ramp connected section consisting of a series of adjacent inclined flat rectangular united ramp panels positioned along each of the opposite ends of, and attached to, said rectangular airfield mat, and plural tow means spaced along opposite sides of said patch assembly and interconnected with the end series of said plurality of rectangular mat panels extending along each side of said airfield mat to thereby facilitate movement of said patch assembly to a centered position extending over, and bridging a selected bomb crater, with the ramp sections on each end of said assembly being mounted for limited movement relative thereto and thereby ensuring a smooth transition to the Wheels of the said landing or taking-off aircraft during their movement over said patch assembly to and from the undamaged pavement, said tow means comprising a plurality of tow bars mounted along the edge of each side of said airfield mat, each of said tow bars having integrally-formed prong-shaped, locking elements extending outwardly therefrom and interconnected with a respective side edge of said airfield mat; a tow fixture incorporating a gripping element extending in surrounding and attachable relation to said tow bar and adapted to be adjusted between both a detached and an attached, gripping relation to said tow bar and further having an intermediate and integrally-formed, interconnecting element extending in a direction away from said gripping element; and a harness apparatus interconnected with said last-named element and adapted for connection to and operation by a prime mover to thereby move said patch assembly to the desired bomb crater location, said plurality of tow bars further being hollow and tubular-shaped, with a plurality of mandrel members being positioned in supporting and inserted relation therewithin and further interconnected with each other and said tow bars to thereby rigidly attach said plurality of tow bars together as a single-type, unitary assembly simultaneously and collectively reinforcing the interconnection normally holding together the plurality of mat panels comprising said airfield mat.
 4. In a patch assembly as in claim 3, wherein said tow bars further incorporate screw-threaded attachment and interlocking means adjustable in position to rigidly interconnect said previously interconnected tow bars to said mandrel members and to said airfield mat at periodic intervals along each side thereof to thereby reinforce the normal interconnection between each mat panel; said attachment and interlocking means being further adjustable to an unlocked position whereby said tubular tow bars may be adjusted between a position of locking engagement between its integrally-formed prong-shaped, locking elements and the relatively elongated recesses integrally formed in the edge mat panels formed on each side of said airfield mat, and a second position of disengagement from said airfield mat during the complete disassembly thereof or the partial disassembly of a portion of said airfield mat while under repair. 